Internal-combustion engine.



Patented June 1, 1915.

2 SHEETSSHEET 2.

H. SCHMITT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 2a. 1913. 1 141362..

.Hli Wm mil 1 THE NORRIS PETERS CO4. PHOTD-LITHO.. WASHINGTON. D. C

HENRY SGHMIT'I, OE SHfiEVEPOB'l, LOUISIANA.

INTERNAL-COMBUSTIOFI ENGINE.

Specification of Letters latent.

Patented June 1, 31915.

Application filed April 28, 1913. Serial No. 764,062.

To all whom it may concern Be it known that I, HENRY SOHMITT, a citizen of the United States of America, residing at Shreveport, in the parish of Caddo and State of Louisiana, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to improvements in internal combustion engines and more particularly to a type of engine operating upon the two-cycle principle.

The object of the invention is to provide a multiple cylinder two-cycle engine having a simple construction whereby charges under compression will be supplied at such a time to each cylinder by the operation of a piston in one of the other cylinders that the burned charge will be forced out of the cylinder thereby and the new charge will be compressed by the upward movement of the piston therein.

A further object of the invention is to provide a simple and compact arrangement of parts having certain other new and useful features all as hereinafter more fully described. 7

To these ends the invention consists in the matters hereinafter set forth and more particularly pointed out in the appended claims reference being had to the accompanying drawings in which Figure 1 is a side elevation of an engine embodying the invention, with part broken away and in section substantially upon the line no a of Fig. 2 to show the construction; Fig. 2 is a horizontal section on the line g of Fig. 1; Fig. 3 is a transverse section on the line zz of Fig. 1; Fig. 4 is a diagrammatic view to illustrate the operation of the engine; and Fig. 5 is ardiagram further illustrating the operation.

In the drawing, for convenience of illustration an engine having six cylinders is shown, but it will be understood that an engine. embodying this invention may have a greater or lesser number of cylinders and these cylinders may be separate units as shown or they may be cast en bloc. These several cylinders 1 are shown as bolted securely to a base 2 which is cast integral with a crank case 3 provided with suitable bearings for a crank shaft 4. The base 2 is also formed with a vertical guide 5 ex tending upwardly within the lower end of each cylinder and downwardly a short distance into the crank case. These tubular guide members form guides for cross heads 6 to which the connecting rods 7 are pivotally attached at their upper ends, their lower ends being pivotally connected in the usual manner to the several crank pins of the crank shaft 4:. Vithin each cylinder is a tubular piston 8 to the head of which is firmly secured a connecting rod 9 and this rod is secured in any suitable manner at its lower end to the cross head 6, each of said rods passing through a suitable stufling box 10 on the upper end of the tubular guide 5. The tubular depending portion or sleeve of each piston 8 is adapted to pass down its cylinder over the upwardly extending end of the guide 5 and thus a tight compression or pump chamber 11 is formed in the lower end of each cylinder below each piston.

In the head 12 of each cylinder 1 is a seat for an inwardly opening valve 13 adapted to admit explosive charges to the cylinder from a laterally extending passage 14: formed integral with the head. Each of the valves 13 is normally held to its seat by means of a coiled spring 15 surrounding the outwardly extending stem of the valve and the valve is adapted to be opened against the action of said spring by means of a lever 16 pivoted at one end to a stud 17 on the cylinder head and engaging the end of the stem intermediate its ends. To the opposite end of the lever a rod 18 is pivotally attached and this rod extends downward adjacent to the cylinder and through the base 2 into the crank case 3 where it is pivotally attached at its lower end to a bell crank lever 19 carrying a roller 20 on its short arm in engagement with a cam 21 on the crank shaft 4: of the engine.

End bearings 22 are provided in the ends of the crank case for the crank shaft and intermediate bearings 28 are provided therefor within the casing between adjacent pairs of cranks and to that part of the shaft which connects the cranks of each pair of cranks on the shaft,is applied the two cams 21 for a pair of cylinders, the rods 18 extending downward between the adjacent sides of each pair of cylinders.

An exhaust port 24 is provided in each cylinder adapted to "be uncovered by the piston at the extreme end of its stroke and allow the products of combustion to escape into an exhaust manifold '25.

V Extending downward along one side of each cylinder from the laterally extending passage 14:, is a vertical passage 26 and thispassage connects at its lower end with one end of a passage formed in the base 2, the opposite end of said passage in the base be ing connected with a short vertical passage 27 shown in Fig. 1, extending upward along side the tubular guide 5 and opening into the chamber 11 of a piston cylinder. The cranks of the crank shaft are preferably set as shown so that the explosions will take place in the several cylinders, first, in cylinder No. I at .the left hand end of the row of cylinders and "then in cylinders III, V, VI, IV, II, consecutively, in the order named but any other suitable arrangement may be made as desired. When the order in which the explosions take place is as described, the top of cylinder No. I willbe connected with the bottom of cylinder No. III through the passages 26 and 27, by means of a passage .28 formed in the base connecting the lower ends of said passages, and in a like manner the top of cylinder No. III is connected with the bottom of cylinder No. V by a like passage 29, the top of cylinder No. V with the bottom of cylinder No. VI, by a passage '30, the top of cylinder N 0. VI with the bottom of cylin- 1 der No. IV by a passage 31, the top of cylinder N oJIV with the bottom of cylinder No. II by a passage 32, the top of cylinder No. II with the bottom of cylinder No. I by a passage 38.

The cams 21 controlling the opening of the valve 13 are so set upon the crank shaft that they will operate to open said valve of each cylinder when the piston in that cylinder has reached the extreme lower end of its downward or power stroke and as indicated in the diagrammatic view shown in Fig. 4, the cylinder in which the piston has reached the lower end of its stroke is connected at its upper end with the pump chamber of the cylinder in which its piston has moved two-thirds of its downward stroke and has therefore compressed a charge within the passages leading to the inlet valve of the cylinder in which the piston is at the lower end of its stroke. Explosive charges are therefore admitted to each cylinder just as the piston therein reaches the lower end of its stroke and just after its exhaust port has been openedthereby, the movement of the crank during the time the port is open, being indicated by the dotted "lines a, b in Fig. 5, and the position of the two cranks to which the'pistons in these cylinders are connected, being indicated by the full lines 0 d in said Fig. 5. The incoming charges which are under compression therefore assist in driving out the products of combustion and also enter the cylinders under pressure so that a full explosive charge is insured. The valves may be timed to open earlier or later than as indicated if desired.

By'this arrangement an engine operating upon the two-cyc1e principle is supplied with full charges which are admitted to the cylinders under compression and at such a time that the incoming charge assists in driving out the products of combustion and thus greatly assists in the scavenging operation.

An intake manifold 34 is connected to the several inlet passages 14 near the inlet valves 13 and the inlet of explosive charges from the manifold to the passages 1a is controlled by valves 35. Upon the upstroke of the piston in the cylinder which is connected to the inlet passage 14 of one of the other cylinders through the passages 26, 27 and one of the connecting passages formed in the base 2, a suction is created in the passage 14 which will open the valve 35 and admit explosive mixture thereto as the air contained therein is drawn intothe chamber 11 below the rising piston. Upon the downstroke'of the same piston this explosive charge is compressedwithin the passages, the valve 35 operating to prevent its escape into the manifold, and upon the opening of the valve 13 the charge will rush into the upper end of the connected cylinder. i By making the passages with a cubic capacity equal to or greater than the cubic displacement of the pistons, it is obvious that'the ingoing charges from the carbureter and its manifold will not be drawn '7 as is the common practice, andthis arrangement also facilitates starting the engine as the full charge is forced directly into the engine cylinder. A uniform mixture and increased power and speed are secured by connecting the carbureter with the feed passages near the outlet therefrom to the engine cylinders, and full charges of thoroughly carbureted air are assured by the reversal of their flow, in the passages and their compression therein. 5

In a two-cycle engine having si'X cylinders and the'cranks set one-sixth of a revolution apart, as shown, there are always at least two'pistons on the working or explosion stroke, and as illustrated infFig. 4;, there is one piston (I) at the beginning of the work ing stroke or in firing position and another (VI) at the end of the working stroke with the'exhaust port fully open. Piston IV is one-sixth of a revolution of the crank shaft behind piston VI and it is the compression chamber beneath this piston which is in communication with the inlet of cylinder VI. The opening of the exhaust port of cylinder VI has relieved the pressure therein and it is at this point that inlet valve 13 is opened by its cam. The piston IV in moving downward to within one-sixth of a revolution from the lower end of its stroke hascompressed a charge in the inlet passage leading to the inlet valve and therefore when said valve is opened the charge will rush in, driving out the products of combustion through the exhaust port which remains open during the upward travel of the piston a distance equal to the width of the port. By the time piston IV has reached the lower end of its stroke and has forced a full charge into the cylinder VI,

the exhaust portof said cylinder VI has been closed and the escape of the new charge is prevented. The remainder of the up stroke of piston VI compresses the new charge and the operation is repeated.

The samearrangement maybe used in a four cylinder engine with the cranks set on the quarters, but the efliciency of-such an engine, will not be as great due to the fact that the following piston which forces the charge into the exhausting cylinder is one fourth of a revolution of the crank shaft behind andtherefore has traveled only one-half of its downstroke'when the exhaust port of the other cylinder opens.

. The charge will not therefore be compressed sufliciently to give the best results. The arrangement of parts also permits of securing the operating cams directly to the crank shaft of the engine and these cams are placed as shown, between the adjacent cranks of each pair of cylinders and the connecting rods passed downward between the adjacent sides of the cylinders of each palr.

Obviously changes may be made in the construction, arrangement and combination of parts without departing from the spirit of my invention and I do not therefore limit myself to the particular construction shown.

Having thus fully described my invention what I claim is 1. In a two-cycle engine, the combination of a plurality of cylinders'having inlet and exhaust ports and' each, provided with a pump chamber, pistons in said cylinders connected to move together with a plurality of the same movable through their power stroke at the same time, a passage connecting each pump chamber with the inlet of the cylinder in which its piston is next in advance in the cycle of operation of a piston in the cylinder having said pump chamber, whereby a charge may be forced into one cylinder while its piston is moving on its power stroke, by a piston moving on its power stroke in another cylinder, and means for controlling the admission of charges into the cylinders from said passages, operated in timed relation to the actuation of the pistons.

2. In a two-cycle engine, the combination of a plurality of cylinders each having an inlet at its upper end and an exhaust port near its lower end, said lower end being closed to form a pump chamber, pistons in said cylinders, a crank shaft to which said operating in timed relation to the actuation of the pistons for controlling the inlets to the cylinders.

3. In a two-cycle engine, the combination of a plurality of cylinders each having an inlet at one end and an exhaust port intermediate its ends and a pump chamber in its lower end, a piston in each cylinder adapted to cover and uncover the exhaust port, a crank shaft'having its'cra'nks set at an angle to each other of not more than ninety degrees,means connecting the cranks of the crank shaft and the pistons, valves controlling the inlets of the cylinders, means actuated by the crank shaft for actuating said valves, a passage leading from the inlet of each cylinder to the pump chamber of the cylinder in which the piston therein is next in the cycle of operation to the piston in the cylinder from the inlet of which the passage leads, a'manifold for supplying explosive charges to the several passages adj acent to said valves, and a valve controlling the inlet from said manifold into each passage, whereby the down stroke of the piston in one cylinder compresses the charge in the passage leading to the inlet of another cylinder in which its piston is moving in the same direction.

4. In a two-cycle engine, the combination of a plurality of cylinders each having an inlet at its upper end, an exhaust port intermediate its ends, a pump chamber in its lower end, and a passage at one side of the cylinder communicating with the inlet of the cylinder, a base for the several cylinders formed with separate passages, one passage opening into the pump chamber of each cylinder at one end and communicating at its opposite endwith a passage of another 7 cylinder extending to the inlet of said cyl: inder, each of said passages in the base and connected cylinder passage together forming a passage connecting the pump chamber of one cylinder with the inlet of the cylinder in which the piston therein is next in ad- Vance in the cycle of operation of the piston in the other cylinder into the pump chamber of which the passage opens, valves controlling the inlets of the several cylinders, means for opening said valves in timed relation to the movements of the pistons, a manifold connected to the several cylinder passages adjacent to said valves to supply explosive charges thereto, and valves for controlling the inlets from said manifold to said passages.

5. In a two-cycle engine, the combination of a plurality of cylinders, each having an inlet at its upper end, a passage'extending laterally from said inlet and downward at one side of the cylinder to the lower end thereof, said cylinder being also formed with an exhaustport intermediate its ends, and a pump chamber inits lower end, a manifold connected to the laterally extending passages of theSeveral cylinders to supply explosive charges thereto, a valve in each passage controlling the flow of explosive charges from themanifold into each passage, a valve con- 7.

trolling the inlet for each, cylinder, means operating in timed relation to the movements of the pistons for opening said'valves, a piston in each cylinder adapted to cover and uncover the exhaust port, and a base to which theseveral cylinders are secured, said base being formedwith a separate passage opening into the pump chamber of each cylinder at one end connected at its .oppo: site end with the passage of another cylinder leading to the inlet .of said cylinder, said passages together forming a passage (connecting the pump chamber of one cylinder with the inlet at the upper end of a cylinder in which the piston therein is next in ad- Vance in the cycle of operation to the piston .alat'aee in the y inder tethe eempressien ch mber of which said p ssage is-eonnecte 1 In a w -ey le engine, the eembin tien of a plura ty of er-d al eyl ndersea h havg a nl t 1a itsupperen a e haust port interm diate its ends, and, each fo ed with a pa sage x e ding laterally fremithe pper end of the cylinder and communicating-with theinlet, and each provided with 'a vertical passage atone side communicating atits upp nd th the late l passage, valves controlling the inlets :of the several cylinders, a crank Shaft having cranks extending at an angle to each vjother of not more than ninety degrees, cams on the crank shaft, means engaging theicams for opening the inlet valves, a piston in each cylinder-adapted to cover and uncoverthe exhaust port, a base to which the several cylinders arefsecured for clOsiIig their lower ends and formingin reach apump chamber, said base being formed with a separate pas sage foreach cylinder opening at one end into a :pump chamber of one ,cylinder and communicating atitsopposite end with the vertical passage of another cylinder, said passages together forming'a passage connecting the pumpchamber of one cylinder with the inlet of. another cylinder in which the piston therein isnext in advance inthe cycle of operation, -ofithe piston 'in the cylinder torthe compression chamber ofwhich said conduit is cohuedtechtubular guides on the :base extending upward into the lower end of each compression- ,chambena piston od ted teea h p st n and x n ing a into the tubular ;,guide, head on the lower 7 end .of each'rod 'reciprocab'le int-he guide and aconnecting rod connected 'at-one end to each head and at its opposite, end to a. crank of vthe crank sh aft.=-' v r In timeny wh f I .aflix my Signature in presence of two wIiItnesses.

Witnesses: v I S- C L WE L, W. F. WooDs.

ENBY SOHMITT. r

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